2012 Buick Regal GS

Buick Refines the Asian Tuner Formula.

On paper, Buick seems to have applied the rice-rocket treatment to its popular Regal to create this new GS model. It's taken a tiny, 2.0-liter four-cylinder and turbocharged and intercooled the bejeebers out of it to produce 270 horsepower and an even hairier 295 lb-ft of twist; bolted on paving-stone-sized front brake rotors (14.0 inches in diameter, 1.2 inches thick) clamped by impressive-looking Brembo four-piston calipers; starched up the suspension with stiffer springs, anti-roll bars, and (adjustable) Sachs shocks; and dolled up the exterior with more aggressive fascias, rocker panel extensions, and a spoiler. That looks like a recipe for a raucous, rambunctious, torque-steering screaming meemee. Having sampled this car's European counterpart-Opel's extreme-performing, harsh-riding Insignia OPC-I girded my kidneys and established a death grip on the wheel as I dumped the clutch to roll onto the "Lutzring" road course at GM's Milford proving ground.

Turns out such concerns were unfounded. While Buick is successfully appealing to younger buyers, the tuner set is not yet in its sights, so the GS' engineering team put as much or more effort into refining the car as it did souping it up. The direct-injected engine exhales through a larger 3-inch diameter exhaust system that reduces backpressure and is tuned for a mellow, grown-up tone-no fart-can blattiness. That reduced pressure and the recalibration of the engine controller, cam phasing, and boost control result in an increase in output of 50 horsepower and 37 lb-ft relative to the cooking-grade turbo, and 95 percent of peak torque is on tap from 2300 to 4900 rpm.
To prevent all that twist from arm-wrestling the driver during a hard launch (GM claims the GS puts more torque to the ground than the Acura TSX V-6 and Audi A4 Sport), the front suspension is upgraded with the LaCrosse's HiPer Strut setup. This cake-n-eat-it-too solution starts with the low cost and space requirements of a strut suspension, but mounts an upper knuckle pivot point on the strut. This allows the front wheels to pivot about an axis that's 35-percent closer to the tire centerline, dramatically reducing the scrub radius-a dimension critical to torque-steering. The steering axis is also more vertical than that of the strut, which helps keep the tires more square to the ground when cornering-also good for handling. The icing on the cake: This setup weighs about 20 pounds less than a comparable control-arm arrangement.

Little of the front-drive GS' suspension is shared with the AWD Opel OPC, and the GS is tuned for North America's scabrous road surfaces. Relative to the Regal Turbo, the front and rear spring rates and rear anti-roll bar stiffness increase by 20 percent. The front bar carries over, but the geometry of its attachment to the HiPer Struts provides some effective increase in rate. Buick's Interactive Drive Control System is standard on GS, and its three suspension-mode settings roughly equate to the top two on the Turbo's optional IDCS, plus a firmer GS mode that also alters the steering assist and will eventually increase the shift speed and firmness of the six-speed automatic when it arrives in mid-2012. The base GS is fitted with what look like the Turbo's 245/40R19 all-season Goodyear Eagle RS-A tires (the compound and construction is unique) mounted on GS-specific wheels. Enthusiasts will want to opt for the 255/35ZR20 Pirelli PZero summer rubber. GM claims they're good for 0.90g-plus cornering (compared with 0.84 for the GS on 19s and 0.82 for the Turbo).
Styling tweaks inside and out are similarly restrained. A deeper front fascia gulps more air through larger openings; the rear lets it out through more prominent exhaust outlets; rocker-panel extensions accentuate the modest suspension lowering; and there's satin-chrome trim and a small lip spoiler on the decklid. The latter contributes -0.11 to the lift coefficient, resulting in modest net downforce while the overall drag coefficient only rises from 0.335 to 0.340. Inside are nicely bolstered leather sport seats; a leather-wrapped, flat-bottom sport steering wheel; metal sport pedals; piano-black ebony trim; and gauge lighting that switches from blue to white when GS mode is engaged. Lots of Regal options come standard on the $35,310 GS, like the Harmon/Kardon nine-speaker stereo, park-assist sensing, and rear side airbags. The only options are paint color, navigation, a sunroof, and the aforementioned dubs. All in, the GS price tops out in the $39K range.

But back to my hard-launch acceleration down the pit entrance to the Lutzring with all the nannies off. Even with a bit too much wheelspin, the helm doesn't tug at all. The car launches hard -- harder than GM's conservative 6.7-second 0-60-mph and 15.2 second, 98-mph quarter-mile estimates would suggest. Shifting up through second and into third puts the car in turn one, where there's noticeable roll in the softest damper setting, less in Sport, and virtually none in GS. Second-gear full throttle on the exit through an uphill lefthander uncovers no steering-wheel shimmies or tugs even as the front axle crests a rise-have they really tamed 295 lb-ft at the front wheels? Down onto the flat asphalt apron of the carousel we encounter the closest thing to uneven pavement on this course, which upsets the body just a bit in the softest mode, while the GS setting locks out such motions without feeling overly harsh. The next several bends show off the car's high steady-state cornering grip and present an opportunity for matched-rev heel-and-toe downshifting to second, which is easily accomplished with a size-9 driving shoe. Pulling from low rpm the engine delivers a uniform surge of power, with no discontinuities, lags, or surges. It just feels like 3.5 liters pulling. Braking hard for the tight esses near our photographer reveals the same subtlety from the center pedal-there's no initial grabbiness or bite, just smooth, solid, linear retardation with no evidence of fade. I might wish for a bit more clutch-pedal effort/resistance, for even more steering feedback/feel than the GS mode allowed, and I wish it were 100 pounds lighter.With the Regal GS, Buick is serving up a gourmet helping of nouvelle refinement and performance. But the big-name chefs down the street at Acura and Audi are selling their established crowd-pleasers (TSX V-6 and A4 Quattro) for the same price. Perhaps the proof of this pudding will be in the testing. Stay tuned.

Recently purchased a 2013 GS. First car since 1993 that was not a BMW or Mercedes. Love it. Great handling and smooth power. Transmission is much smoother than our BMW 330 Ci. AS far as people commenting on GM's quality, just read the latest JD Power reliabilty rankings. Gm only came in behind Porsche in customer satisfaction and reliabilty.

Why is it Hyundai fan bois are always out in force to try and bash cars like regal? People care about more than lowest price. If that wasnt true the Genesis would be outselling comparably priced cars from MB and BMW. It's not. Why? Once people are prepared to spend more than $35k or so they care about factors other than bang for the buck. The Sonata is cheaper. So what? Its also cheaper than the 3 series, C class, TSX, CC and many other premium sedans and yet they still sell. People looking at this car will NOT be considering a Sonata. This is a more serious sports sedan as evidenced by the manual transmission, large brakes and brembo calipers. The GS will slaughter the Sonata turbo on the figure 8. The fact that a car can win a drag race doesn't make it a better car. By that standard the Camry V6 must be better than the 328i.

I owned the previous generation Regal and while it was bigger (it was mid-sized) this Regal is much more handsome, sportier, faster, and probably much better gas mileage. I like it. With all this downsizing, though, no more V6s, let alone V8s.

Doing extensive engine mods isn't rice, and dressing it up with a tasteful body kit isn't either. Rice is when you take a base model economy car, not a performance trim, and usually automatic, and you put a fart can on the back along with a hideous body kit(usually in primer gray to make a nice contrast with the worn paint on the rest of the car). Some N1 style mufflers can make a car sound real nice, but it has to have an engine with some soul to it first.Anyhoo, I'm really glad they made this car. 2.0T, 6-speed, leather, and all bolted really well together. Beautiful color, too.

Buick is still around? Who knew?I'm really hoping the 0-60 times are conservative, but honestly 0-60 times are not all there is to the equation. Even aggressive drivers rarely constantly floor the gas pedal. If this car has power when you need it, good gear ratios, and is fun to drive, 6.7 seconds is just fine. I hope that is the case, because as it is, it has 40 more hp, and nearly 100 more lb.ft. of torque than my old 1994 Acura Legend GS which weighs about the same and could do 0-60 in 6.9 seconds.I would get this car just to be different maybe, and only on lease so I could give it back in two years when it hits the American car reliability wall.

700lbs too heavy? on what planet? Name another midsize car with this kind of power that weighs LESS than 3500lbs. Even the Optima turbo is over 3500lbs. The Maxima has nearly identical dimensions and weighs 3700lbs. Overpriced? compared to what? The TSX V6 starts at $36k as does the 328i. The A4 is about $24k with 211hp and far less standard kit. This car has leather, HIDs, heated seats, premium sound and 19" rims STANDARD.

700 pounds too heavy for that powertrain.I sincerely hope the dash isn't the confusing, messy, button-filled kluge that greeted me in my '11 Lucerne rent car. I shudder to think of old people trying to figure out how to work the basic controls in that thing....

This is a very good looking car but I must admit the price is a bit high on all Regal models. The 0-60 will probably be mid 6 sec range. On paper this car is not much faster than the turbo version. Personally I rather buy a 6sp V6 Nissan Altima or some other foreign product. GM does not a very good reliability record and their cars seem to have many quality issues. My mom had a 92 Regal SC and the thing was fast, when it was new but junk always broke basically replaced the entire car over the 6 yrs she owned it.

great looking car inside and out. I think a lot of people are treating this as a sports car. It's a small sporty sedan that is meant to be a daily driver. AWD would be nice but RWD would make this car completely unappealing to me and many others who live in a northern state, snow tires are expensive. And ram150005 I think you're the only one who thinks the lucerne still looks good..

Beautiful car, good performance, decent mileage, available in a 6 spd manual. But for that price it should offer AWD like the Audi. Since they don't have AWD, they'll lose sales in the northern states, but still a good car.

Whos buying the GS Model really who? Its sounds like GM really did want this to be good but its Front Wheel drive and who wants that for 35K+. Lower models are fine but there is no need or want for a Sport model thats not going to live up to the real GSX or GNX models. Buick can go with the turbo kick all its wants it already did that in the 80's and was smoking vettes where is that car today???

I have been tracking this car for some time now, the styling and overall package really makes it a contender in the Audi A4 and BMW 3 series arena. My concerns are the weak MPG numbers, Audi has been able to coax 3 mpg more in city/highway for years on a relatively unchanged motor. This car matches the fuel numbers of a 3 liter BMW?

Jeez, save some money and get a used Regal GS. Looks are just as cool, still FWD, still force induction and 0 to 60 is just as quick. Give you plenty of money for suspension, intercooler, more boost, etc.

Classy package all around. Not sure I'd be able to recommend it to a friend when compared with the venerable A4, however. But this is nice. 0-60 should come in no more than 6.3 secs I'd imagine. This is a big step in the right direction for GM. Now if only they can kill that stupid Impala...

This is a nice looking package. It is not really fair to compare to Sonata. This is more like the class of Acura TSX, Infiniti G25, and BMW 3 series non-turbo engine and Audi 2.0 Turbo.I think it is competitive with those cars. Problem is probably price. At 35,000 it is too close to those cars to really be able to win market share. Price it at 31,000 max.The type of crowd this car is after, would only go to a dealership that treats that sophisticated customer with care. Instead, Buick-GMC dealers are set-up to handle old Pontiac, GMC trucks, and Buick old and new customers. This is a major turnoff for the customer type this car and the new breed of Buicks are after.What is the solution? GM must shut down GMC brand. All trucks must sell and be serviced under the Chevy brand. Chevy should also service old Pontiac and Olds customers. Must try to distance Buick from the past, and spend some money on the dealerships to make them look more like old Saturn and import dealers

Texas.... This is NOT a new plateform... Also 6.7 is very conservative ESTIMATE in case you didn't read the article ( and judging by your dumb comments I am going to guess you didn't) This car will be as beast on the roll. FWD is not known for very good 0-60 times.You must not keep up with the times because Gm is working on T/C V6's as we speak. Bottom line is this car is more about a full package than a good 0-60 time!

Looks like the retards came out in droves. 6.7 seconds to 60 is a seriously conservative number. Car and Driver got the same acceleration from a manual equipped Regal CXL Turbo with 220 horsepower. They're just playing coy, it will be under 6 seconds to 60 mph and run mid 14s. The fuel economy is just fine for a 3700 lb sport sedan.

Seriously? Why is anyone saying this is good. All that work to have a 6.7 sec 0-60 time??? 70% of the new cars on the road today will outrun that thing. The old 3.8 SC Regal GS from like 10 years ago was as fast as that. All the fancy brakes and suspension are about as useful as a rocket on a mule. What didn't they just find a way to put this thing on the Sigma II platform with the 3.6? It would have been just as fast, near same mpg prob saved them a million dollars in engineering cost. Or they could have use the money to engineer a turbo 3.6 beast that would have ran mid 13's and still got 25mpg average. Boo this car all over it's ugly face.

This motor needs to be in ASTRA GS and Cruze SS models, and this Regal GS needs the 3.6 DI with something like 305 horsepower (it should be capable of the same, if not better, fuel economy) to move closer to the head of this crowded field!!

Sounds like they did a great job with the FWD setup they had to work with. I know GM can Tune a FWD With the best of them see Cobalt SS T/C for proof. Either way I am excited to see what kind of numbers this car can do.... And Pray Gm has the nuts to go GNX on us and offer AWD and a T/C 6er!